Train-stop mechanism



H. HQ NEVENS.

TRAIN STOP MECHANISM.

APPLICATION man MAY 26,1914.

. S-, Y Patented J une 3, 1919.V

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HERBERT R. NEVENS, OF HARTFORD, GONNECTICUT,V ASSIGNOR TO NEVENS-WALLACE TRAIN CONTROL COMPANY, A CORPORATION OF MASSACHUSETTS.

rnarnsror MncHnNIsr/r.

'Patented J une 3, 1919.

Application filed May 26, 1914.V Serial No. 841,069.

My present invention .has for its object to provide an engine equipment in which the valve controlling the application ofthe brakes will open with the air pressuregin the train line pipe to secure a positive app plication of thev brakes under all conditions and which valve will be normally held closed against the pressure. I attain this object by the use of a valve normally sealing the train line pipe btfreely releasable to open fully upon any actuation thereof so as to `,make available at all times the full setting pressure in the air system of the train. Y

The construction andV operation of my in-v vention will be more fully disclosed inthe specification that follows. In the drawings forming a part of that specification I have shown as an illustrative embodiment Va form of equipment which not only clearly illustrates the principles involved but is in'itself a construction proven to be satisfactory in practice. Throughout the speciiication and drawings like reference numerals are correspondingly applied and in these drawings: Figure 1 is an elevation of an engine equipment in accordance with my invention. Fig. 2 is a vertical section at right angles to Fig. 1.

Fig. 3 and Fig. l are sections similar to Fig. 1 showing the valve in its two positions. l have indicated at 1 a box or casing adapted to be attached to a truck on the engine so as to bring its trip arm 2 in position to strike a trip along the trackway when said track trip is set in danger position. The trip 2 is adjustably held in a sleeve 3 by a slot arid bolt connection 4l which permits a relative vertical adjustment of the trip to shorten or lengthen its effective trip arm. rlhe sleeve 3 is rigidly fastened on a rock shaft 5 journaled in the if.. iie as and has a lateral casing ,6 in `which the sleeve is disposed so as to position the trip eccentrically of the boX. The rock shaft near its opposite end has a cam 7 provided with a central curved face 8 and lateral curved faces 9 and 10. The face S is disposed in a plane abovethat of the faces 9 and 10 when thecam is mits-normal position. When so positioned the central face 8 receives and supports a cam' roll 11 pinned at 12 in the lower bifurcated end 13 of a valve item 14 reciprocable in a vertical guide and valve casing lrsecured to the boX. The lateral faces 9 and 10 .constitutelockin'g depressions for the roll 11 when the trip'hasbeen actuated in'ei'ther direction to eifect; a partial rotation ofthe rock shaft with a consequent oscillationv of the cam and lowering of the valve stem. Y

VThe lowering kof the valve stern 14 `is ef-Y fective to unseat a valve 16 guided within eov the tubular portion Vof the stem andnonv mally closing Ya valve port 17 in the head 151 of the valve casiiigl. The valve is held to its seat against the pressure in the train line pipe v18 by Ya coiled spring 19 interposed Y between the valve and the base of the tubu` lar portion of the stem 14e The train line pipe 18j supplies airlunder pressure to the valvegchamber 20 of the casing head 151. The pipe 18 is threaded into a nipple 21 which connects with. theV head llfof the casing. When the valve is released it opens with the pressure to its fullest degree. The air passes through the port 17 and through a laterally disposed port 171 at the upper end of the stein 14 out into a delivery pipe 22 connected with the exhaust of the valve by a nipple 23 on the opposite side of the casing head.

The delivery pipe 22 connectspreferably with an independent speed governed relief control (not shown) whereby an application of the brakes is secured in direct proportion to the speed at which the train is traveling at the time when the valve is open.

In use the trip 2 is normally disposed in the position shown in Fig. 3. In this position the valve 16 is held closed against the train line pressure by the cam face 8 which is disposed in supportive relation to the valve stem. When the'trip 2 strikes the track trip actuation is' given it effective 8 of the cani 7 out from under the stem. The support for the stem being thus removed, the stem lowers by its own weight, unseating the valve 16 and permitting passage of the air under pressure froml the train Vline pipe 18 to the exhaust pipe 22 see Fig.

4). The stem is lowered gradually, the roll 11 riding down either the face 9 or the face 10 (depending upon the direction in which the train is traveling) until it rests against the shoulders 91 and 101 thereof. When so positioned the trip is locked and in the construction shown must be reset manually. This is considered a desirable feature in train stop equipment for the reason that it requires the engineer to descend from the cab and reclose the valve before the train can proceed. Obviously however a resetting arrangement operative from the cab could be provided if considered desirable.-

Various other modications in the formY and construction of my device may obviously be made without departing from the spirit of my invention if within the limits'v of the appended claims.

W'hat I therefore claim and desire to secure by Letters Patent is:

1. In combination, a casting having a tubular portion providing a guide and having communicating passages extending from said guide, a chambered valve stem slidable in said guide, a valve in the chamber of said stem and controlling the communication of said passages, a spring confined between said valve and one end of said tubular portion, and a movable supportlfor said stem.

2. In combination, a member having an axial bore and having an intake and an exhaust port opening into said bore, a chambered valve stem slidable in said bore and having a bifurcated end, a valve in the chamber of said stem and controlling said ports, a spring confined between said'valve andthe opposite Wall of said chamber, a ioll mounted between theV furcations of said stem, and a movable support for said stem including a plurality of faces and all of said faces concave to receive said roll in the use of the device;

3. In combination, a casting having a depending tubular portion providing a guide and having laterally extending tubular portions providing passages communicating.`

with eachother through said guide, a chambere'd valve stem slidable in said guide, a valve in the chamber of said stem and controlling the communication of said passages, a spring confined between said valve and one end of said tubular portion, and a combined support and lock for said stem.

4L. In combi-nation', a casting having a de-Y tral supporting face and a pair of opposedV locking faces disposed in a plane below that of the supporting face.

In testimony whereof I aix my signature in presence of two witnesses.

HERBERT R. NEVENS. Vitnesses sv JOSEPH BARR,

SOLOMON ELsNnR.

Copies of this patent may be obtained for ve cents each, by addressingv the Commissioner of Patents, Washington, D. C. 

